Transmission operating means



March 12, 1940. T. B. TYLER 2,193,542 r TRANSMISSION OPERATING MEANSOriginal Filed June 1, 1932 2 Sheets-Sheet 1 lNVNTOR March 12, 1940. T.B. TYLER 2,193,542

TRANSMISSION OPERATING MEANS I 3 Original Filed June -l 1932 2 Sheets-Shet 2 preselectedshift to he made.

Patented Mar. 12, 1940 unrrao s 'r 'rss IPA-TENT 2,193,542 TRANSMISSIONOPERATING MEANS Tracy Brooks Tylerychicago, Ill.

Beflle roiabandoned application Serial at. 614,744, June 1, 1932. Thisapplication March 20, 1936, Serial No. 69,992

5 Claims.

to means for operating a shifter member of thetransmission. Itconstitutes an improvement over the device shown in my co-pendingapplication now Patent No. 2,051,113, issued August 18, 1936.

The principal object of the present invention is to provide automaticselecting and non-automatic shifting means for automobile transmissions,the selection being automatic or controlled by the speed of the vehiclewhile the act of shifting preselected parts is non-automatic orpersonally controllable.

The object of the present invention as distinguished from those of myabove mentioned patent is to provide a novel personally controllablemeans for operating the shifter member of a transmission shiftmechanism, and for causing a In the abovementioned patent the shiftermember is shown as actuated for shifting by an operating means set inmotion and controlled by the clutch pedal. In

this application a shifter member is shown as actuated for shifting bymeans entirely independent of the clutch pedal, that is to say, bymeansconnected to a manipulator pedal, which may be associated with ormay even be, the throttle pedal of the vehicle. The advantages of such aconstruction will be more clearly brought out in the following detaileddescription of the preferred embodiment of the invention shown in theaccompanying drawings in which:

Fig. 1 shows parts of a selecting and shifting mechanism in elevation; v

Fig. 2 shows certain of these parts in plan, and Fig. 3 is a sectionillustrating propeller shaft controlled means forming part of theautomatic selecting mechanism. It is contemplated that an automobileequippe with the selecting and shifting mechanism here disclosed willhave an engine shaft connected to a drive shaft by a clutch, the driveshaft being connected to a propeller shaft by a torque changetransmission. The transmission has not been shown in detail because itforms no novel part of this invention and is already known to the art.It will be understood, however, that a slidable rail, shown on thedrawings at i2, controls the act of shifting gears or in other words,the change of gear ratios. For an understanding of the presentinvention, therefore, it will be assumed that the slidable rail i2 ismovable to three different positions and each of the positions of therail i2 represents a different gear ratio in the transmission, and thatthe means to be described hereinafter for shifting the rail ii to thethree difierent positions, changes the transmission gear ratios in sodoing.

The transmission parts may be selected and fashion by a shifting rod it,actuated in turn by a shifting lever, not shown. The shifting rod it,which is outside the transmission casing it, is connected to theshifting rail i2 inside the casing by a gear sector it having teethmeshing with rack teeth on the shifting rail. The gear sector inside thecasing is mounted on a stub shaft i'i projecting therefrom and a rockerarm it is fixed upon the stub shaft externally of the transmissioncasing. The shifting rod i3 is connected to the upper end of the rockerarm it at the connection 2| and it will be seen that the shifting raili2 may be moved by the rod it through the rocker arm l8, stub-shaft iiand gear sector i5. It will also be seen from that which follows thatthe shifting rail i2 may be moved for selection and shifting by meanswhich engages the rocker arm i8 at-its ,ends it and thus moves the stubshaft ll and the gear sector it.

Spaced from the stub shaft I! and also project- .shifted,non-automatically and in conventional ing from the transmission casingis a tubular shaft 24 which serves as an axle for a plurality ofshifting arms 25, 26 and 2'7. These arms correspond in number to thenumber of forwardly driving selection parts in the transmission, therebeing three only shown in the particular embodiment here illustrated,although it will be understood that any other number might well be usedin connection with a transmission having more than three forward speeds.As maybe seen in Fig. 1, the ends of the arms are formed with angularyolzes which are adapted to engage the rollers is on the ends of therocker arm iii to that the rocker arm i8 is wide enough to encompass allof the 'yokes on the ends of theshifting arms, although only one ofthese shifting arms is brought into engagement any one time.

Projecting through the tubular shaft 24 and supported in thetransmission casing thereby, as shown more clearly in Fig. 2, is asecond shaft 28, which is slidable on its own axis. On the end of theshaft 24 which is adjacent to the arms 25, 26 and 21 is journaled aselector and shifter lever 29, the latter being L-shaped when viewed inelevation and ogee shape when viewed in plan. The selector and shifterlever when in its lowermost position rests upon a fixed stud 3B and itsouter end may be brought into engagement with any one of the undersidesof the shifting arms 25, 26 and 21 by swinging the same about the axisof the shaft 28.

The selector and shifter lever 25 is movable in two directions, andmovement in these two directions performs different functions. The lever22 along with the shaft 26 may be moved horizontally by meansoperatively connected to the prowith the rocker arm at.

I peller shaft, to positions under one or another of nected at 41 tolinks the shifting arms, the amount of horizontal movementand thereforeits position with respect to these arms being automatically determinedand controlled by the speed of the propeller shaft in a manner to bedescribed. The lever 29 may be moved upwardly non-automatically, bypersonally controlled means to cause one or another of the shifting armsto engage the rocker arm and thereby to move the shifting rail l2. Thehorizontal movement of the lever 29 controls the selection, that is tosay, it will determine which of the shifting arms w be moved and whichof the elements of the transmission will be selected. The verticalmovement of the lever 29 controls the act of shifting, that is to say,when moved upwardly the lever 29 will cause the pre-selected shift to bemade.

The means for selecting, or in other words for moving selector 29horizontally and positioning it under one or another of the shiftingarms and for co-relating such selection with the speed of the propellershaft so as to form an automatic selecting mechanism, includes theelongated shaft 28 upon which the lever 29 is supported. This shaft isslidable in the transmission casing to a limited extent and has rackteeth 36 at its end which is opposite to the end upon which the lever 29is mounted. The rack teeth 36 mesh with a pinion gear 31 on the end of acontrol shaft 38, the latter having a second pinion 39 meshing with rackteeth formed on a slidable sleeve 40, the latter being connected to theend of a control actuator shaft 4| whose axial sliding movement isdetermined by the speed of a propeller shaft 42.

The propeller shaft is provided with a gear 43 meshing with a pinion 44fixed to a non-slidable sleeve 45 journalling and rotating on the shaft4|. To one end of the sleeve 45 are pivotally connected the weightedarms 46 of a centrifugal governor, these arms in turn being pivotallycon- 48 which in turn are pivotally connected at 49 to a collar 50rotatable on the shaft 4|, the collar being restrained against slidingmovement by fixed collars 5| on the shaft 4|. A spring 52 tends to movethe shaft 4| to the leftas shown'in Fig. 3, counteracting that influence'of the arms 46 which upon rotation thereof tends to move the shaft 4|to the right as viewed in Fig. 3.

As the propeller shaft rotates it causes rotation of the weighted arms46 and the position assumed by these arms varies with the speed of thepropeller shaft. As the governor arms move away from the shaft 4| they.cause the latter to slide in its bearings until the compression springs55, telescoped between the shaft 4! and the sleeve 40 is compressedsulficiently to permit the washers 56 to engage shoulders within thesleeves 40, whereupon 4 against the restraining influence of the springpressed check plunger 51, adapted to seat in one or another of thespaced notches 58 of the sleeve. This construction is provided so thatthe sleeve 40 will not move gradually in response to slight variationsin speed of the propeller shaft 62, but will move with a snap actiondistances equal to the spacing of the notches 55. The movement of thesleeve to acting through the control shaft 38 and shaft 28 will causesnap movement of the lever 28 to positions under the shifting arms 25,26 and 2?. The restraining plunger 57 and the notches 58 are spaced tocorrespond to the spacing of the shifting arms and ensure the lever 29being moved into complete alinement with one or another of the shiftingarms, and not under two of them at one time.

The parts described immediately above conthe sleeve will move with theshaft stitute means for automatically determining selection andautomatically co-relating selection to the speed of the propeller shaft.Other parts constitute means for actuating the shifting part or rail andfor non-automatically shifting automatically preselected elements in thetransmission., The non-automatic means which forms the novel part ofthis invention as distinguished from the disclosure in Patent No.2,051,113, will now be described.

The manipulator pedal M which is pivotally mounted at 2M on fioorboard202 is shown as engaging a valve rod 252, the latter being normallypressed outwardly by a spring 252a engaging a washer 252b held in placeby a pin 2520 on the valve rod. The valve rod 252 at its end is providedwith a plunger valve 253 having a relief 254, and an annular groove 255.The plunger is slidable in a valve cylinder 256 fixedly mounted underthe fioorboard and against which abuts the spring 252a. This cylinder isopen to the atmosphere through ports 258 and 258a and the valve rodenters the cylinder through the last mentioned port. The cylinderfurther has a port 259, connected by a conduit 260 to thesuctionproducing intake manifold of the engine or other suction source,and also has a port 26| connected to a second cylinder 262 by a pipe ortube 262a.

The cylinder 262 has a piston 263 whose rod 264 is connected by a pin264a to the forked end 265 of a bell crank 266, the latter being pivotedat 261 to the transmission casing and having a roller end 268corresponding to the roller end 68 of the bell crank 61, of the abovenumbered application.

The conduit 260 has a manually operable shutof cock 266 mounted so as tobe readily accessible to the operator of the vehicle. When the cock isshut off the suction operated means is inoperable and shifting of theparts in the transmission cannot be accomplished through movement of themanipulator pedal M.

when the cock 269 is open, however, and the manipulator pedal isreleased fully, as shown, the valve 253 will be at its extreme outwardposition, as shown. The cylinder 262 will have been vented through tube262a and port 26|, relief 254, and port 268, and the piston 263 willhave been moved to the left, as shown. being thus Now having describedthe invention, and a areaeee biased by the spring 2691; on piston rod264. The

member 29 and 265 will be down at that time.

When a not previously existent driving relation is to be established inthe transmission, the operator will press down on pedal M, whereupon thelatter moves the valve 253 downward and to the left, so that relief 254will no longer be aligned with port 26L The relieving of cylinder 262 isthus cut off. Further movement of valve 253 to the left will align itsannular groove 255 with ports 259, 2! opening the suction line tocylinder 262, permitting atmospheric pressure at port 210 to move piston263 to the right from the position shown whereupon member 29 will bemoved upwardly to create a driving relation corresponding to the arms25, 26, 21 under which the member 29 happens to have been positioned.

Continued movement of the valve 253 downwardly and to the left bymanipulator pedal M does not cut off the suction at 259 since theannulargroove 255 is of such length that when the valve 253 is in full-pedal.advance position, its right hand flang is just clear of ports 259 and26!.

When pedal M is all the way down, or when it is being returned, anduntil the very end of such return stroke, annular groove 255 keeps line262a open to suction, so thatthe shifter 29 will be up, at all times, orwill be moved up, for shift, if it had not been moved up previously onpedal advance stroke. I

It will also be observed that the act of shifting preselected parts inthe transmission is accomplished through movements of a manipulatorpedal M which, as described above may be associated with or may actuallybe the throttle pedal. The act of shifting is thus made entirelyindependent of clutch. action, and it will be seen that though a clutchpedal, reference C, is shown, the same takes absolutely no part in theact of shifting preselected parts of the transmission. Though it will ofcourse be understood that a shift cannot properly occur without theclutch having been disengaged.

It will further be observed that the act of shifting, in the mechanismdisclosed in this application, takes place as soon as and continuouslyafter the operator advances the manipulator pedal M.

Further, if the advancemovementof manipulator M is associated withengine acceleration, and return movement is associated with enginedeceleration, then the act of shiftingwill take place on engineacceleration, or thereafter, and after the act of shifting is effected,no movement of shifter 29 is possible until a deceleration andacceleration cycle is completed.

In order to associate manipulator pedal M with engine throttling action,if pedal M is not actually the throttle pedal, pedal M might be madeU-shaped with the throttle pedal nested therein, substantially as shownin my copending application, Serial No. 614,946, filed June 2, 1932.

So constructed, the act of shifting will be asso-. ciated with throttleopening.

If pedal M is the throttle pedal, as will often be the case, then thethrottle control rod, referenced 299, may be projected into cylinder25%, to slide therein, the rod end being spaced from valve 253- whenthelatter is in the full throttle closed position shown. Under suchcircumstances, depression of .pedalM will first move valve 253 forshifting and will thencause movement of the throttle control rod 299.

preferred embent of the same, it will be understood that the scope ofthe same is to be determined not by the foregoing detailed descriptionbut by the claims which follow.

What I claim is:

1. In a selector and'shifter mechanism for the transmission of a motorvehicle, andin combination with a personally operable manipulator whoseadvance movement is associated with engine acceleration and whose returnmovement is associated with engine deceleration, a plurality of elementsadapted to be moved to cause different speed shifts in the transmission,a speed responsive selector adapted to be movedinto operativerelationship with said elements individually, and means connecting saidmanipulator with said selector whereby advance movement of saidmanipulator operates said selector to cause shift movement of one ofsaid plurality of elements for effecting a preselected shift.

2. In a selector and shifter mechanism for the transmission-of a motorvehicle, and in combination with a personally operable manipulator whoseadvance movement is associated with en-.

gine acceleration and whose return movement is associated with enginedeceleration, a plurality of elements adapted to be moved to causedifferent speed shifts in the transmission, a speed responsive selectoradapted to be moved into operative relationship with said elementsindividually, and fluid pressure means connecting said manipulator withsaid selector whereby advance movement of said manipulator operates saidselector to cause shift movement of one of said plurality of elementsfor effecting a preselected shift.

3. In a selector and shifter mechanism for the transmission of a motorvehicle, and in combination'with a personally operable pedal, aplurality of elements adapted by movement thereof to cause change speedshifts, a speed responsive shifter part adapted 'by movement thereof tocause movement of said plurality of elements individually, fluidpressure means for moving said shifter part, a valve controlling saidfluid pressure means, and a connection between said valve and said pedalwhereby movement of said pedal operates said valve to actuate said fluidpressure means, said valve being adapted to be inoperative positionduring all stages of movement of said pedal other than full retard.

4. In a selector and shifter mechanism for the transmission of a motorvehicle, and in combination with a personally operable pedal, a shifterpart adapted by movement thereof in one direction to select a shift andin another direction to effect a predetermined shift, said shifter partbeing adapted for movement by speed responsive means to select a shift,pressure responsive means for moving said shifter part to effect a.selected shift, a valve controlling said pressure responsive means, aconnector attached to said valve and adapted to have its oth'r endattached toga carbureter, and a connection between said valve and saidpedal whereby moveactuation of said pressure responsive means andsimultaneous movement of saidlconnector, said valve being adapted to bein operative position during all stages of movement of said pedal otherthan full retard.

5. In a selector and shifter mechanism for the transmission of a motorvehicle, and in combination with a personally operable pedal, a shifterpart adapted by movement thereof in one 65 ment of said pedal operatessaid valve to cause and adapted to be connected to a source of suction,a valve mounted in said line, and a connection between said valve andsaid pedal whereby movement of said pedal opens said valve, said valvebeing adapted to remain open during all stages of movement of said pedalother than full 5 retard.

TRACY BROOKS TYLER.

